Automotive power drive control



' Oct. 7, 1952 G. T. RANDOL AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 1 G. T. RANDOL Re. 23,562

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Oct. 7, 1952 15 Sheets-Sheet 2 Original Filed Dec. 10, 1941 G. T. RANDOL v AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Oct. 7, 1952 15 Sheets-Sheet 5 Original Filed Dec. 10. 1941 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM G. T. RANDOL Oct. '2', 1952 15 Sheets-Sheet 4 Original Filed Dec. 10, 1941 Oct. 7, 1952 RANDOL H Re. 23,562

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 5 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec.

G. T. 'RANDOL Oct. 7, 1952 15 Sheets-Sheet 6 G. T. RANDOL.

Oct. 7, 1952 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM 15 Sheets-Sheet 7 Original Filed Dec. 10, 1941 Ell/f4 G. T. RANDOL Re. 23,562

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Oct. 7, 1952 15 Sheets-Sheet 8 Original Filed Dec. 10, 1941 raw Ml 0d. 7, 1952 GIT. RANDOL Re. 23,562

AUTOMOTIVE POWER DRIVE CONTROM SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 9 /3/--' /34 v I 6 8 l;@ 39

Oct. 7, 1952 G. T.'RANDOL 23562 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet 10 AIIIIIIIH Oct. 7, 1952 G. T. RANDOL 23,562

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet ll Awnvroz Oct. 7, 1952 I G. T. RANDOL Re. 23,562

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Original Filed Dec. 10, 1941 15 Sheets-Sheet l2 um u N w Amswrqe AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM I Original Filed Dec. 10, 1941 G. 'r. IIIANDOL v 15 Sheets-Sheet 13 15 Sheets- Sheet- 14 f/wawrae Oct. 7, 1952 G. 'IHRANDOL AUTOMOTIVE 1 0mm DRIVE CONTROL SYSTEM AND MECHANISM ori inal Filed Dec. 10, 1941 AUTOMOTIVE POWER DRIVE con'mox. sysrsu AND MECHANISM Original Filed Dec. 10, 1941 G. T. RANDOL Oct. 7, 1952 15 Sheets-Sheet 15 Reissues! Oct. 7, 1952 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Glenn T. Randal, Mountain Lake Park, Md.

Original No. 2,434,717, dated January 20, 1948,

Serial No. 422,332, December 10, 1941. Application for reissue January 17, 1949, Serial No.

103 Claims.

This invention relates in general to power drive control systems associated with the power plant of an automotive vehicle, and in particular to powerand manually-operated means for operating the change-speed transmission of said power plant and for operating the friction clutch to facilitate the operation of the transmission.

An important obfect of my invention is to provide in an automotive vehicle including a friction coupling between the power plant and a threespeeds forward and a reverse drive transmission,

a simple mechanism, power-operated in part, for operating said transmission, the low and reverse gear settings thereof being effected by a manual operation of said mechanism, and the second and high gear settings of the transmission and the operation of the friction coupling to facilitate said settings, being effected by power means upon the inauguration of this operation by the driver.

A further obiect of my invention is to provide, in an automotive vehicle includin a friction coupling, an accelerator, an engine controlling dual throttle, a three-speeds forward and a reverse drive transmission, and a gear-shift lever means for operating and facilitating the operation of said transmission, said means including power means, comprising a single acting fluid pressure energized servomotor, which is automatically operable when the gear-shift lever is placed in a certain position with the accelerator in released engine idling position, to establish the transmission in its second ntermediate) gear setting or its hiah (direct-drive) gear setting by successive movements of said accelerator from and to'its released position, the friction coupling being operated by said motor to facilitate the aforesaid operation of the transmission, said means further including accelerator-operated means for controlling one of said throttles to cause the engine to idle during said power gear settings of the transmission.

A further object of my invention is to provide a manuallyand power-operated mechanism for operating a three-speeds forward and a reverse drive transmission and a friction clutch, said mechanism being capable, after a selector lever of the mechanism is first operated to establish the transmission in its second gear setting, of efiecting a power operation of the transmission to alternately effect the second and high gear settings thereof, the friction clutch being disengaged to facilitate each of said transmission operations, and re-engaged after each operation is completed, the mechanism further including means controlled by fully depressing the accelerator to cause Matter enclosed in heavy brackets 1 appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by minus.

2 the power means to establish second speed gear setting if high gear is eflective.

Another object of my invention is to provide in an automotive vehicle including a power plant comprising a friction clutch, a gear-shift lever, an engine controlling throttle, and a change-speed transmission, power-operated mechanism for operating the transmission to alternately effect two settings and for operating the clutch to facilit te said operation of the transmission, said mechanism including a single actin pressure diflere'ntial operated servomotor operably connected to the transmission and clutch and operative, in one cycle of operations, to disenaage the clutch, the engine being idled automatically during said operation, then operate the transmission to establish one or the other of the aforementioned two settings, then re-engage the clutch in a plurality of controlled stages of operation; and one of the principal obiects of my invention is to include in said mechanism a simple electrical and mechanical valuing means operative, with certain operations of the gear-shift lever, the accelerator, and the clutch pedal, to initiate and complete the afozementioned cycle of operations of the servo-, mo or.

A still further obiect of my invention is to provide means for operating the change-speed transmission of an automotive vehicle, for example a two speed forward drive transmission mechanism, and for operating the friction clutch of the vehicle to facilitate theoperation of the transmission, said means including a single acting servomotor operable in one uninterrupted cycle of operations to successively disengage the clutch and then operate the transmission to establish the same in a new gear setting, and then accommodate control of the re-engagement of said clutch thereby in stage operations thereof and at the same time control the operation of the power plant throttle to cause some to operate at idling speed; and it is a further oba'ect of my invention to control the aforementioned servomotor by accelerator-controlled electrically and mechanically actuated valving and a pedally-operated control device,

and a transmission-operated switch'mechanism,

the latter mechanism serving to insure a completion of the transmission setting, and to eflect de-energization of the servomotor, to'accommodate re-engagement of the clutch after the oper ation of the transmission is completed.

A further object of my invention is to provide, in the power plant of an automotive vehicle. power means for operating the change-speed transmission of the plant to alternately establish the transmission in its second and high gear settings, said means also operating the clutch of the power plant to facilitate the operation of the transmission and includes an auxiliary throttle means operated to closed position independently of the accelerator-controlled throttle while the clutch is being disengaged and the transmission operated; and it is a further object of mg invention to so construct said transmission, clutch and operating power means, that there is enected stage engaging operations of the clutch upon operating the accelerator from either of its extreme 7 positions toward the other extreme.

[This invention relates to power drive control and more particularly to means for controlling the transmission oi power through the main clutch and change speed gearing of a motor vehicle in a simple, efllclent and effortless manner] I v y A further obiect [One oi the objects] of my invention is to provide an improved control means for a change-speed gearing in which the change between two speeds [ratios] and the proper operation of the aforesaid [main] clutch m: to relieve torque during said change can [all] be coordinately accomplished automatically by the employment of a single poweroperated member such as, for example, a suction -motor operated by the suction created a the intake manifold of the vehicle engine with which the gearing and clutch are associated.

Another object of my invention is to so associate and operativelg connect the suction motor with the [main] vehicle clutch and the changespeed gearing that the movement of its movable element in one direction will cause the [main] clutch to be disengaged and then subsequently the shifting oi the shiitable element of the gearing, and wherein the suction motor will be so controlled during the return movement of the movvalve controlling means to cause the suction from the engine intake manifold to reverse the movement of the power-operated piston such that the active gear may be manually restored to its neuablemember that the [main] clutch will be v caused to smoothly engage.

Another object of my invention is to provide in a gear shifting mechanisnnmeans which will be so controlled by the accelerator mechanism of the vehicle engine that the shifting mechanism cannot be operated to perform a shifting operation unless the accelerator mechanism is in a predetermined position.

Another object of my invention is to provide an improved control mechanism for a change-speed transmission in which the shifting 01 two difierent speeds [ratios] can beaccornplished automatically by the employment of a single poweroperated member and wherein the said two speeds [ratios] are automatically alternately engaged and disengaged by the single power-operated member by means operative when the accelerator mechanism is respectively in a depressed position and in 9, released position, said positions being beyond the normal throttle range.

Another object of my invention is to provide control means for a change-speed gearing and associated [main] torque-transmitting clutch in which one of two speeds [ratios] may be mechanlcally preselected when the accelerator mechanism is released and the other speed [ratio] preselected when the accelerator pedal is depressed beyond its engine operating range, and wherein the clutch will [be allowed to] automatically engage when the accelerator pedal is moved between said released and depressed position's.

' Another object of my invention is to provide valv'e'controlllng means for the single poweroperated member such that the movement 01' the tral position. and thus definitely establish the neutral condition of the gearing in the transmission.

Another important object of my invention is to provide accelerator controlled vehicle clutch operating mechanism wherebyslight depression of .the accelerator pedal from its fully released position without accelerating the engine will cause the clutch to engage and thus [permit] utilize the engine [to be employed] compression for vehicle braking purposes.

Another important object of my inventionis to provide an accelerator pedal controlled [main] torque-transmitting clutch and gear changing mechanism which will cause the clutch to be disengaged and the gear change accomplished in proper sequence by means operative when the accelerator pedal is moved to a position beyond the normal throttle range.

Another object of my invention is to provide an improved control mechanism for a changespeed transmission in which certain predetermined positions of the accelerator mechanism [can be] are emplouable [employed] to cause the control mechanism to be operative.

Another object of my invention is to provide a control mechanism for a change-speed gearing wherein manually-controlled means may be emfor example, the clutch pedal, thus eliminating the necessity for performing certain manual operations necessary in prior shifting mechanisms wherein all speed [ratios] drives must be obtain by a manual movement of a member such as a gear-shift lever. Y 1

Another object of my invention isto provide control means for a change-speed gearing and a [main] clutch mechanism which will cause the gearing, when in high speed condition, to be automatically shifted to second speed position by the simple operation of moving the accelerator pedal to a position [beyond] substantially at full thro tle open position.

An object of my invention is to provide a control that will cause the engine to idle irrespective of whether or not the conventional accelerator mechanism is in an engine running position; i. e.,

a position other than idling; and to correlate the.

engine idling with the energization of vacuumadequate vacuum at the time needed, irrespec-.

tive of whether the conventional accelerator mechanism is positioned to throttle the engine or not. A specific object is to obtain the foregoing operations by three control devices, one of which is a manual preset device or selector, and the other two of which are control devices that are operable to obtain the desired sequence of operation set forth. SpecificaZly the other two control devices are desirably the accelerator pedal and the clutch pedal, although it will be evident from the description to follow that other equivalent manual or automatic control devices could be used. Where one of the control devices is the accelerator pedal, the other must be a control that will prevent shifting upon each operation of the accelerator pedal to its critical position or positions, when the speed of the vehicle or some other factor would make such a shift undesirable.

It is a more specific object of my invention to employ the accelerator pedal as one of said controls for the energization of the power means, and to incorporate with it an engine idling means; that is, operated to engine idling position, irrespective of normal carburetor action, whenever the accelerator pedal is moved to certain predetermined positions, and other control means are in proper condition. Especially is it an object to employ substantially the extreme.

positions of the accelerator pedal for such predetermined positions, or further, to employ ea:- treme positions beyond the range of normal carburetor regulating positions.

Another object of my invention is to provide improved carburetor control means whereby when the accelerator mechanism is operated to a position beyond full throttle open position during the shiit from the high speed [ratio] to the second speed [ratio]. the engine will be caused to idle during the shitting operation.

.Another object of my invention is to provide an improved control means for a vehicle transmission embodying a change-speed gear and a [main] friction clutch wherein the low and reverse speeds [ratios] may be obtained in a conventional manner by movement of a gear-shift lever in coordination with the [manual] movement of the clutch pedal and wherein the second and high speeds [ratios] may be obtained without the necessity of manually moving the gearshift lever other than to place it in a predetermined position tor power conditioning purposes.

Other objects or my invention will become apparent from the following description taken in connection with the accompanying drawings in which Figure 1 is aside view of a portion 01' a motor vehicle showing the engine, the change-speed transmission and the [main] clutch operating pedal with which is combined certain structure to form a control mechanism embodying my invention, the parts being in their normally inoperative positions wherein the [main] clutch is fully engaged and the change-speed transmission is in neutral condition;

Figure -2 is a view taken as indicated by the line 2-2 of Figure 1;

Figure 3 is a view taken as indicated by the line 3-3 of Figure 1;

Figure 4 is an enlarged view of the parts associated with the [main] clutch pedal and mounted on the exterior of the transmission closure plate, said parts being shown in the neutral position with the clutch in engaged condition;

Figure 5 is a view of the parts on the inside of the transmission closure plate showing them in positions corresponding to those on the exterior of said plate. as viewed in Figure 4;

Figure 6 is a view similar to Figure 4 but with the clutch pedal [manually] moved to clutch disengaged position and the transmission shifted so that low speed ratio drive is operative;

Figure 7 is another view similar to Figure 4 but with the parts in the positions assumed when the hand lever is set for automatic operation of second and high speeds, the clutch pedal being in a disengaged position and the second gear ratio drive element about to be made operative by being shifted from its neutral position;

Figure 8 is a partial view 0! the parts on the inside of the closure plate showing their positions corresponding to the positions of the parts shown in Figure 7;

Figure 9 is a view similar to Figure 'l but showing the parts in the positions assumed when the second gear ratio drive has been made operative but prior to res-engagement oi the [main] clutch;

Figure 10 is a view of the parts on the inside of the closure plate showing their positions corresponding to the positions of the parts shown in Figure 9;

Figure 11 is another view of the parts on the exterior of the transmission showing the positions assumed when high speed ratio (direct-drive) is made operative but prior to the re-engagement of the [main] clutch;

Figure 12 is a view of the parts on the inside of the closure plate showing said parts in their positions corresponding to the positions of the parts shown in Figure 11;

Figure 13 is a sectional view taken on the line 13-13 of Figure 4;

Figure 14 is a sectional view taken on the line I i-l4 of Figure 4;

Figure 15 is a sectional view taken on the line l5l5 of Figure 4;

Figure 16 is a view taken on the line lt-ii of Figure 4;

Figure 1'7 is a sectional view taken on' the line l|l| of Figure 4;

' la-la of Figure 17;

Figure 19 is an enlarged partial sectional view of the main control conditioning valve and the restricting valve controlled by the accelerator mechanism, the parts having the positions assumed when the throttle is fully closed;

Figure 20 is a view similar to Figure 19 but showing the parts in the positions they assume when the accelerator pedal is fully depressed;

Figure 21 is a view similar to Figure 20 but showing the parts when the accelerator pedal is initially released from a fully depressed position;

Figure 22 is a view similar to Figure 21 but showing the parts when the accelerator pedal is partially depressed;

Figure 23 is a sectional view through the main control valve, said view being taken on the line 2323 of Figure 20;

Figure 24 is a sectional view taken on the line 24-24 of Figure '23;

Figure 25 is a sectional view taken on the line 25-25 c! Figure 4;

Figure 26 is a sectional view of the [cut-out] limit switch mounted on the transmission cover and showing the switch in closed position as assumed when the transmission is in either neutral or high gear ratio drive;

Figure 27 is a view similar to Figure 26 but showing the switch open, which condition exists when the gearing is in second speed ratio drive;

Figure 28 is a view taken on the line 28-28 01 Figure 26;

switch [showing it in] operated to closed condition;

Figure 32 is a view taken on the line 32-12 of Figure 4;

Figure 33 is an exploded view of the interlocking arm and associated lever and arms mounted on the inside of the closure plate;

Figure 34 is an exploded view of certain parts mounted on the exterior portion of the shaft for controlling the second and high speed shiftmg for]: and the rate of clutch engagement;

Figure 34A is a perspective view of other parts employed in neutralizing and controlling the alternate moving of the second and high speed shifting fork. i

Figure 35 is a view of the carburetor and associated parts including the solenoid-controlled valve for connecting the power cylinder with the Figure 49 is a diagrammatic view showing the parts in their positions when the transmission is in neutral position with the main clutch engaged and the accelerator fully released Figure 45 is a schematic view of the clutch and transmission control mechanism illustrated in Figure 1 but operated to establish second speed drive andincluding the electrical control circuits therefor, said circuits being depicted in solid and broken lines to indicate respectively energized and non-energized conditions thereof;

Figure 46 is a schematic view of a portion of the control structure illustrated in Figure 1, showing in particular the solenoid-controlled valve and the secondary butterfly valve associated with the carburetor, and including the electrical control circuits therefor depicted in solid and broken lines to indicate respectively energized and nonenergized conditions thereof;

Figure 47 is a schematic view similar to Figure 45 showing the control mechanism operated to ,establish high speed drive, and disengage the inlet passage of the carburetor. the accelerator pedal controlled butterfly valve being in closed position; I

Figure 36 is a view similar to Figure 35 but showing the parts in the positions assumed when the accelerator pedal is depressed;

Figure 37 is a view taken on the line 31-31 of Figure 35; J

Figure 38 is a view similar to Figure 35 but showing the carburetor butterfly valve in fully' open position corresponding to the depression of the accelerator pedal beyond its engine controlling range; v

Figure 39. is a view, partly in section, showing the position of the accelerator pedal selectdr switch when the accelerator is fully depressed; Figure 4015 a view similar to Figure 39 but showing the movable element of the switch moved upwardly, the position assumed when the engine operates at a predetermined speed;

. Figure 41 is a sectional view taken on the line ll4l of Figure 40;

- Figure 42 is an end view of the solenoid-controlled valve;

. Figure 43 is a perspective view of the piston and the switch element carried thereby which forms a part of the accelerator pedal selector switch;

Figure 44 is a perspective view'of one of the wherein the selection of speed ratio drive is accomplished directly by the accelerator mechanism, the positions of the parts corresponding to a released condition of the accelerator 'mechanism with the hand lever set in I-li" position;

Figure 51 is an enlarged view of some of the I structure shown in Figure 50, the parts being shown in section and their positions corresponding to neutral condition of the gearing;

Figure 52 is a sectional view taken on the lin 52-52 of Figure 51; V

Figure 53 is a sectional view taken on the lin 53-5: of Figure 51;

stationary contacts of the accelerator pedal se- 7 lector switch;

[Figure 45 is a diagrammatic view, parts being shown in section, showing the various parts of the transmission control mechanism in their positions assumed when the transmission is in second speed ratio and the main clutch is diseneas Figure 46 is a diagrammatic view of certain parts associated with the carburetor, particularly the solenoid controlled valve and the secondary butterfly valve;

Figure 47 is a diagrammatic view similar to Figure 45 but'showing the parts in the positions they assume when high speed ratio is op- Figure 54 is a view similar to Figure 51 but showing a. complete section, the positions of the parts corresponding to a fully depressed condition of the accelerator mechanism;

Figure 55 is a view of the rotatable element of the [main] master control conditioning valve; and

Figure 56 is a perspective view of the selector member which is operated directly by the accelerator mechanism.

Referring first to Figure l, numeral I indicates an internal-combustion engine for a motor vehicle which is provided with the usual carburetor 2. The crankshaft 3 of the engine (see Figures 45, 47, 48 and 49) is connected through a [main] torque-transmitting friction clutch l to the driving shaft 5 of the change-speed gearing 6. The driven shaft 1 of this gearing is in turnconnected to a propeller shaft 8 for driving the wheels of the vehicle in a well-known manner. The [main] friction clutch 4 comprises an element 9 fixed to, the end of the crankshaft and a cooperative element ll slidably mounted on the driving shaft I of the gearing. The slidable element III is normally held in engagement with element 8- by a spring II and is adapted to be disengaged by a fork l2 secured to th'einner end of, a clutch shaft It. The [main] friction clutch is enclosed in the housing It which is interposed between the engine I and the gearing housing ll (see Figure 1)., t

'As best shown in Figure 13, the change-speed gearing within the housing Ills of conventional construction and comprises a driving gear ll secured to the end of the driving shaft I project ing into the housing. 'This gear I6 is in constant gear 22 which is adapted to mesh with gear 2|! to provide low speed ratio drive and also with the idiergear 22 (constantly in mesh with gear 2!) to provide reverse speed ratio drive.

The central portion of the driven shaft! has rotatably mounted thereon a second speed gear 24 which is constantly in mesh with the second speed gear is on the countershaft. Positioned on the driven shaft between the gears i6 and 24 and rotatable therewith is a slidable double clutch element 2' which. when slid rearwardly will clutch the second speed gear 24 to the driven shaft and when slid forwardly will clutch the driving shaft 6' directly to the driven shaft to thus obtain second speed ratio drive and high speed ratio drive, respectively. The clutch element 2! and the manner in which it is capable of performing its function is well known in the art and need notbe specifically described. It might be mentioned, however, that the cooperating clutch teeth on said element and the gears have associated therewith synchronizing means for enabling the clutch teeth to be smoothly engaged.

The change-speed gearing housing I! has an opening on one side which is closed by a closure plate 23. On the rear end of this plate there is The driven shaft I, of the, gearing is v 10 Ball 81 is adapted tocooperate with recesses ll inthehub ofarm 22 toyieldably hold shifter fork "in its various positions'and the ball 88 is 3 shifting fork it from, itscentral position due to the contoured edge of the hub of arm 28 holding the end of the wall of bore II seated against 'two flat surfaces adiacent the central (neutral) recess lll. when the shifting fork 33 is moved in either direction to cause the double clutch element tobe in an operative position, the shifting fork as will be prevented from moving by the contoured edge of the hub of arm "acting on varm 34 to cause the end of the wall of bore to firmly seat against the two flat surfacesadiacent' the central (neutral) recess ll. I

In addition to the shafts 21 and II carried by the closure plate, there are two other shafts 42 and 40 positioned below the shaft 2| and on opposite sides thereof. 0n the inner end of shaft 44 (see Figures 5, 10 and 12) there is freely mounted a neutralizing lever 4! which extends upwardly to one side of arm I2 on shaft II. The

I inner end of shaft 43 has secured thereto a comjournaled a shaft 21 (Figure 14) which has secured to its inner end an upstanding arm 2! and iournaled to the upper end of this arm is a shifting fork 29 for cooperation with the gear 22 whereby this gear may be shifted forwardly.

and rearwardly from its neutral position. shown in Figure 13, in order to obtain low and reverse gear [ratios] ratio drives. The outer end of the shaft 21 has secured thereto an arm lli whereby the shaft may be rotated from the exterior of the closure plate in a manner to be later described. Also journaled in the closure plate at a point forwardly of shaft 21 is a second shaft 3| which has secured on its inner end an upstanding arm 32, the upper end of which has pivotally mounted therein a shifting fork 33 for cooperation with the double clutch element 25 to thus shift said clutch rearwardly and forwardly from its central neutral position, as shown in Figure 13, and thus obtain second speedand high speed [ratios]. ratio drives, respectively.

In order to provide an interlocking means fo the shifting forks and thus prevent either ofthem from being moved from a neutral position to an operative position when the other is in an operative position, there is mounted on the lower side of the closure plate, an arm 34 pivoted on a shaft I! and extending upwardly between the arms 28 and 22 (see Figures [13. 14, and 15] 5, 10. 12-15. This arm 24 is provided with a bore 38 (Figure 14) carrying in its ends balls 21 and 28 pressed outwardly. by an.interposed spring 3!.

panion neutralizing lever 46 which extends upwardly on the opposite side of arm 82. Lever 48 is shown in perspective in Figure 33. The lever 40 carries an extension 41 which overlies a similarextensio'n 48 on lever It. Thus, if lever ll should be moved inwardly from its extreme outer position, lever I! will also be moved simultaneously inwardly after a predetermined movement of the lever 48 (see Figure 12). However, if lever .46 is moved outwardly from .its extreme inner position, lever A! will not be moved simultaneously therewith. v

-On the inner end of shaft 4 beyond lever II there is pinned thereto amember I! having a projecting cam portion I (see Figure 3). This member is also provided with an extension II for cooperation with a stop 52 on the cover plate where it is normally biased by a spring I! having one end connected to 'the member and the other to a pin it carried by the backing plate. The cam portion 5. in its normal position is adapted to lie in the path of a cooperating cam portion 55 on the lower side of the hub of arm 12 when said arm is moved to cause the second speed ratio to be operated. Figure 10 shows the cam portion 55 in engagement with the cam por tion ill. Under these conditions it is seen that the member 4! is rotated against the bias of spring 53, thus rotating shaft 44. Shaft 44 on its end exterior of the cover plate has secured thereto an arm 58 provided with teeth I1, the purpose of which will become apparent.

The outer end of shaft If to which lever II is secured has pinned thereto an arm II in order that this shaft may be manually-operated in a manner to be described to thus cause the lever 45 to be moved away from the shifting fork arm 32 or toward said arm. when lever 48 is moved away from the shifting fork arm, as shown in Figures 10 and 12, lever 45 will not be moved. However, as previously mentioned, if lever ll is moved toward the shifting fork arm to a position eng ing it, then lever It will also be moved 

